Rail joint



April 21, 1931 D. voN cslLLEKRY l 1,801.1,785

RAIL-JOINT Filed March e. 1930 a, j01 A.s-

UNITED STATES PATENT ,OFFICE nnzs von csIL-LRY, or BUDAPEST, HUNGABY RAIL JOINT Application led March 6, 1930, Serial No. 433,707, and in Hungary 'fecemher 17, 1929.

My invention relates to rail joints and more particularly to the joints known as scarfed joints.

It is an object of my invention to elimi inate shocks as the wheels run across the side of the rail head.

In the drawings aixed to this specification and forming part thereof a rail joint embody'- ing mI invention is illustrated diagrammatically y way of example.

In the drawings Fig. 1 is a plan view of the joint,

Fig. 2 is a horizontal section of the joint taken on the axes of the fish bolts,

Fig. 3 is an elevation of the joint, and

Fig. 4 is a section on the line IV---IV4 in Fig. 3, drawn to a somewhat larger scale.

Referring to the drawings, 1 and2 are the ends of two rails forming al joint, and 3 and 4 are their res ctive joining faces. As will appear from ig. 1 the joining faces are in contact in the central plane of the rail head yand curves extend from the central reaches of the joining faces toward the rail head the width of-which increases toward the sides of the rail head. As will appear from Fig. 2 the web and the flanges of the rails are formed in conformity with the rail heads, that is, the width of the gap is a maximum at the ,g sides of the flanges, and a minimum at the centre of the web. However, it is not necesi sary that the curvature of the 'faces should be continued throughout the rail, but as shown the sides of the gaps `in the lianges may extend atf right angles to their edges.

"Inzthe nail head, however, it is important that the vcurvature should extend throughout the headwith the maximjlmwidth of the gap h, (Figf) at the lowe-side ofthe rail head. The width is gradually reduced until 1t 1s nil or substantially nil in the region of maximum load per unit of area. The straight central reach merges very gradually into the curves at the sldes so that even where there is a distinct gap at the border regions ofthe maximum load per unit of area, it is quite small.

5 and 6 are the fish plates of the rails 2 and 1, respectively. These plates are of the usual type, but are welded or otherwise permanently connected with their respective rail ends in order 'to make up for the weakening of the web. 7 are the fish bolts which are inserted in holes 8, 10 and 9 of the fish plates and the web.. The holes 9 and 1() are cylindrical butthe holes 8 are extended in order to permit heat expansion. As the holes 10 in the web are cylindrical, the web is not weakened more than is absolutely necessary. In order to reduce the steepness of the ycurves and to make the curves longer with out unduly pointing the ends of t-he rails, the

faces are preferably helical at the sides of the' rail head.

In order to obtain a curve defined-hy mathematical laws the curvature of the jointing faces may be designed as a parabola of the third order. If this plane curve is fitted to the rail head the outer configuration of the j ointing face will be obtained. v

The length of the curve is determined by the size of the gapdesired, with the tread of `the. wheels guided throughout the joints without shock. This condition is fulfilled if the wheels during all the phases of their movement across thejoint are in contact with both rail ends, that is, vif 'the joint is bridged also at the ends of the curved jointing faces. The proper curvature is obtained if throughout the gap, and also at its maximum width h, the sides ofthe rail joints have common -vertical tangente t, Fig. 3, that is, such vertical tangents should always be in the plane of the lateral faces of both rail ends.

I wish it to be understood that I do not desire to be limited to the exact details of construction shown and described for obvious modifications will occur to a person skilled in the art.

In the claims affixed to this specification no selection of any particular modification ,5 of the invention is intended to the exclusion of other modifications thereof and the right to subsequently make claim to any modification not covered by these claims is expressly reserved.

I claim:

1. A rail oint of the scarfed type comprising rail ends havingI each a central surface and curved faces extending from said central surface to the sides of the rail head the radius of said curved faces varying from said central surface toward the sides of the rail head.

2. A rail joint of the scarfed type comprising rail ends having each a central surface and curved faces extending from said central surface to the sides of the rail head, the radius of said curved faces varying uniform- 1y from said central surface toward the sidesv of the rail head.

3. A rail -oint of the scarfed type comprising rail en s having each a central surface, and helical faces extending from said central surface to the sides of the rail head.

4. .A rail joint of the scarfed type comprising rail ends having each a central surface, and faces shaped approximately to parabolic generating curves extending from said cen. tral surface to the sides of the rail head.

5. A rail 'oint of thef'scarfed type comprising rail ends having each a central surface and curved faces extending from said central surface to the sides of the rail head, the radius of saidfurved faces varying from said central surface toward the sides of the rail 40 head, and the curves being so shaped that the ends of the rails at the sides of the rail head have common vertical tangents even at the maximumdilatation of the joint.

6. A rail joint of the scarfed type comprising rail ends having each a central surface and curved faces extending from said central surface to the sides and to the base of the rail head, the radius of said curved faces varying from said central surface toward the 5U sides and the base of said rail joint.

In testimony whereof I aflix my signature.

DEZS vox CSILLERY. 

